2010 Chevy Camaro Supercharger Install - Fifth-Gen Sprinter

Route 66 installs an Edelbrock E-Force Supercharger

The performance of the stock ’10 Camaro SS, straight out of the box, is undeniable. With 426 hp on tap, the Camaro can scoot its massive 3,800-pound curb weight from 0-to-60 in 4.5 seconds and clip the quarter-mile in 12.9 at 110.7 mph. By today’s standards, a high-12-second car for the streets is nothing to shake a stick atespecially considering the LS3’s cousin, the boost-packing LS9, makes 638 hp and runs bottom 11s.

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Luckily for us who can’t leave well enough alone, the aftermarket has always been there to support where the factory left off. With names like Edelbrock (a pioneer in go-fast goodies) in the mix, we’re sure to get proven components that work. From the factory, the 376ci LS3 employs all the latest from the LS bloodline, making it a perfect candidate for boost. Taking a page from the ZR-1 handbook, Edelbrock’s E-Force Supercharger System utilizes the same Eaton Twin Vortices Series (TVS) Gen VI rotors as found in the LS9-powered Corvette, as well as an air-to-water intercooler system. The integration of enormous 12-inch-long intake runners adds loads of grunt down low, while in a configuration that also allows the entire setup to remain hidden beneath the stock hood. Components like a handheld programming module for ECU updating, larger injectors, and a high-flow, reusable air filter are all included. Since the supercharger assembly incorporates a self-contained oil system, it can remain nearly maintenance free for 100,000 miles. Ever going the extra yard, to supplement the factory GM warranty, Edelbrock offers an optional five-year, 100,000-mile warranty as well. The best part? Edelbrock’s E-Force Supercharger System is 50-state legal and our efforts added another 130 hp to the tires!

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What better way to showcase that pioneering spirit than supercharging a ’10 Camaro, right? The crew at Route 66 Motorsports in New Lenox, Illinois, took no time bolting up the entire kit. Additionally, Edelbrock’s E-Force only required minimal cutting and drilling of the stock system. After the install, Route 66 even put the Camaro on the rollers to prove its power.

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2010 Chevy Camaro Supercharger Install - Fifth-Gen Sprinter

While it’s difficult to illustrate every step of a supercharger install, we’ve showcased the finer points. One of the most important aspects of the kit is the battery. Located in the trunk, it’s found underneath the trunk liner. We used a 10mm socket to remove both the negative and positive battery terminal.

Gaining access to remove and install new components in late-model vehicles can be a job in itself. On a lift, we took the time and removed the front wheels and nearly all of the Camaro’s inner liners, foglamps, and complete front fascia.

The airbox and most of the small external components were then removed. We loosened the worm clamp holding the inlet tube to the airbox lid, then removed the box. From there, the plastic engine cover, PCV tube from the valve cover (passenger side), serpentine belt, and electronic throttle control (ETC) connector were either disconnected or removed.

Using a 10mm socket, we removed the four bolts holding the throttle body to the manifold. With the throttle body out, we disconnected the EVAP hose from the manifold and EVAP solenoid, then we disconnected the Manifold Air Pressure (MAP) sensor and EVAP solenoid electrical connectors.

Major components like the coil pack assemblies (removed with 10mm deep socket from each valve cover), fuel line (using 3/8-inch fuel line removal tool), and intake manifold (using 8mm deep-socket) were all removed. We used a clean shop rag to wipe down the intake flange of both cylinder heads and then put a small strip of masking tape over each port to keep out debris.

The original lifter valley plate was removed to gain access to the factory-installed active fuel management system (AFMS) found in Camaros with automatic transmissions. Once the system was deactivated, the new valley plate could be installed. Paying close attention as to not dislodge the O-rings, we lined up the boltholes and applied some antiseize to the underside of the heads on the 11 countersunk bolts. Then we used a 5mm Allen wrench to lock the plate down, torquing to 18 ft-lb.

Removing the cooling system involves dumping the coolant, removing the electric fans, and disconnecting some heater hoses on the firewall and the water pump. The supplied heater hard lines to the firewall were also installed and routed between the engine oil dipstick and the fuse box to the fittings on the water pump. We then secured them with the supplied hose clamps.

The heat exchanger (supplied) will allow this supercharger system to run independently from the vehicle’s own cooling system. We installed it behind the front bumper, lining it up so that the lower bracket holes match up with those in the radiator shroud. The brackets were then secured to the top of the exchanger with two M8x20mm bolts and a 13mm socket.

The heat exchanger’s pump and reservoir were also installed. We drilled one small 11/8-inch hole through the radiator shroud and then slid the heat exchanger to the supercharger hose through the hole and secured it with a 3/4-inch clamp. The reservoir was then lowered into the engine bay on the passenger side using the supplied brackets and M6x16mm bolts.

Before the E-Force Supercharger could be installed, the factory O-ring seals from the intake and throttle body had to be transferred to the molded grooves of the supercharger. Then, the EVAP hose (supplied) connected to the fitting directly below the supercharger hub snout. The driver-side PCV hose was then connected to the fitting on the driver side of the air inlet. At the rear of the supercharger, we also connected the TMAP harness to the TMAP sensor.

Cleared of any tools or equipment, we removed the tape covering the ports and slid the new E-Force Supercharger into place. Following the instructions, we routed the supplied EVAP hose attached to the manifold to the outboard fitting of the EVAP solenoid by routing it behind the idler pulley bracket.

Using a 10mm socket, we installed each of the M6x45mm intake bolts. They must be torqued in sequence (specified by Edelbrock instructions) to 89 in-lb. It’s critical to not over torque these bolts as it may warp the seal and cause the unit to leak.

We placed an O-ring onto each fuel rail fitting. We used a 13/16-inch wrench to install the plug in the rear of the driver-side rail. A 3/4-inch wrench was used to install the crossover fittings in both rails as well as the inlet fitting at the rear of the passenger-side rail. Before installing the fuel injectors, we applied O-ring lube to the upper seals of the supplied fuel injectors and then installed them into each rail so that the electrical connectors were orientated toward the rounded side of the rails.

We installed the supplied fuel line between the passenger-side fender fitting and the passenger-side fuel rail fitting. We then clipped the fuel rail crossover line onto the driver-side fuel rail fitting. We tightened the supplied M6x12mm bolts with a 5mm Allen wrench.

The driver-side intercooler hose between the manifold and the reservoir is then installed. We secured that reservoir fitting with the supplied hose clamp.

Once the coil packs were reinstalled, we could move on and install the throttle body, using the four original bolts to the supercharger air inlet flange. Then we routed the TMAP wiring harness below the supercharger hub snout toward the driver side, using care to secure it well away from the serpentine belt.

Next, we connected the stock MAP and MAF sensor wiring harness connectors into the supplied TMAP wiring harness. Then we connected the TMAP harness to the MAF sensor.

Before the engine could be fired up, the battery was reconnected and all the fluids were topped off, including filling the intercooler reservoir with a 50/50 blend of water and coolant. To ensure we had the latest calibration update for our supercharger, we visited Edelbrock’s website to confirm the Tune Version, then we were ready to begin programming. We used the handheld programmer to guide us through each step until the tune was set. CHP

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